Device for applying at least one electrical pulse to at least one electrical coil of a track brake of a rail vehicle

ABSTRACT

A device for supplying at least one electrical excitation coil with at least one electrical current pulse in order to alternatively permanent-magnetize or demagnetize at least one magnet segment containing hard magnetic material of a brake magnet of a track brake of a rail vehicle. The device has at least one long-term energy store and at least one magnetization circuit with a voltage transformer and having a switching device connected in an electrically conductive manner to the high-current energy store at one end and to the excitation coil at the other end, by means of which switching device current pulses to the excitation coil that are based on the electrical energy stored in the high-current energy store and that can be alternatively varied regarding the current flow direction can be switched according to the control signals controlled by a control device.

PRIORITY CLAIM

This patent application is a U.S. National Phase of International Patent Application No. PCT/EP2012/064699, filed 26 Jul. 2012, which claims priority to German Patent Application No. 10 2011 108 718.8, filed 28 Jul. 2011, the disclosures of which are incorporated herein by reference in their entirety.

FIELD

Disclosed embodiments relate to a device for supplying at least one electrical current pulse to at least one electrical field coil for selectively permanently magnetizing or demagnetizing at least one magnet segment, which contains a hard-magnetic material, of a brake magnet of a rail vehicle in respect of the magnetic polarity. A device of this kind is referred to as “device” for short in the text which follows.

Disclosed embodiments provide a device by means of which as high a level of availability as possible of the track brake, which is supplied with electrical pulses by the device, is achieved. At the same time, the device should allow very brief switching of high electrical power to the field coil of the magnet element in as simple a manner as possible.

SUMMARY

The device includes at least one long-term energy store which can be supplied with electrical energy by an on-board electrical system circuit of the rail vehicle, which on-board electrical system circuit at least temporarily is under an on-board electrical system voltage, and at least one magnetization circuit, comprising a voltage converter for converting the on-board electrical system voltage, which is delivered by the long-term energy store, to a pre-specified magnetization voltage and for charging at least one high-current energy store with electrical energy under a magnetization voltage, and also comprising an electrical switching device which is electrically conductively connected to the high-current energy store at one end and to the field coil at the other end and by means of which current pulses, which are based on the electrical energy which is stored in the high-current energy store and can be selectively varied in respect of the direction of current flow, can be switched to the field coil depending on the control signals which are output by a control device.

BRIEF DESCRIPTION OF THE FIGURES

The invention will be described by way of example below with reference to the drawing, in which:

FIG. 1 shows a perspective illustration of a brake magnet according to a disclosed embodiment;

FIG. 2 shows a schematic circuit diagram of a device according to a disclosed embodiment;

FIG. 3 shows a schematic circuit diagram of a device according to another disclosed embodiment; and

FIG. 4 shows a schematic circuit diagram of a device according to another disclosed embodiment.

DETAILED DESCRIPTION OF THE DISCLOSED EMBODIMENTS

The device contains a long-term energy store and a high-current energy store, a voltage converter and a switching device, for example an interpole switch. In this case, the long-term energy store, such as a rechargeable battery for example, is connected to the on-board electrical system circuit, so that the long-term energy store is charged by means of the on-board electrical system, but discharging into the on-board electrical system circuit is not possible. The high-current energy store, such as a capacitor for example, is moved to a defined state of charge or placed under a pre-specified magnetization voltage or held in a state of this kind from the long-term energy store by means of the voltage converter.

The switching device or device for changing the direction of current flow, in particular an interpole switch, serves to generate the switching of the direction of current flow of the electrical switching pulses for the field coil which is required for the active state (magnetically switched on, switched off or switched over in respect of the magnetic polarity) of the at least one magnet element.

Owing to the cited measures, the availability of a track brake which is actuated by the device is independent of the electrical operating state of the rail vehicle because dividing the energy storage system into a long-term energy store and a high-current energy store decouples the magnetization circuit from the on-board electrical system circuit. Therefore, a fault in the on-board electrical system circuit cannot affect the magnetization circuit because of the long-term energy store.

Furthermore, as a result of the division into two independent energy stores, the properties of the two energy stores in respect of factors such as energy density, overall size and weight can each be optimally adjusted independently of one another.

A “long-term energy store” is therefore to be understood in the text which follows to mean an energy store, such as a rechargeable battery for example, which is suitable for storing electrical energy over a relatively long term. In contrast, a “high-current energy store” is to be understood for the purposes of the disclosed embodiments to mean an energy store which is suitable for storing electrical energy over a relatively short-term and, with rapid discharging, for generating pulses of high currents.

According to at least one disclosed embodiment, the long-term energy store is an energy store which is associated with the rail vehicle and which provides electrical energy both for generating the at least one electrical pulse and also for at least one further function, for example for an auxiliary assembly, such as an air-conditioning system.

In another disclosed embodiment, the long-term energy store can be a separate energy store which is provided exclusively for supplying electrical energy to the device, that is to say the energy store serves only for the purpose of supplying electrical energy to the device, this including, for example, the electronic control device of the device in addition to the magnetization circuit comprising the voltage converter, the high-current energy store and the switching device.

The long-term energy store may be connected to the on-board electrical system circuit by means of a protective diode. This prevents the long-term energy store from discharging by means of the on-board electrical system circuit.

According to at least one disclosed embodiment, provision can be made for the switching device to contain at least one interpole switch which can be controlled by the control device in an electrical manner or by means of a pressure medium, such as compressed air. An interpole switch of this kind is sufficiently well known, for example, for reversing the direction of rotation of electrical machines and constitutes a cost-effective standardized component.

In particular, the interpole switch can be in the form of a 2-position switch with one current-direction position and one further current-direction position which is opposite to the former, in the form of a 3-position switch with one current-direction position, one further current-direction position which is opposite to the former and also with a neutral position, or in the form of a 4-quadrant actuator. In this case, “current-direction position” is to be understood to mean a switching position of the interpole switch which produces a specific direction of flow of the current flowing through the interpole switch.

The high-current energy store may contain at least one capacitor or one double-layer capacitor. As is known, capacitors are suitable for rapid discharging, as is advantageous for generating the current pulses which are applied to the field coil. Double-layer capacitors (SUPERCAPS®) have a very high energy density. The high capacity of the double-layer capacitors is based on the dissociation of ions in a liquid electrolyte, which ions form a dielectric of few atomic layers and a large electrode surface.

At least one electronic circuit breaker may be connected between the switching device and the high-current energy store, it being possible for the circuit breaker to be controlled by the control device.

The control device for controlling the switching device and/or the electronic circuit breaker may be formed by an electronic controller.

The control device may be formed in such a way that the switching device is controlled only for a period of time in a current-conducting state in which at least one current pulse is switched to the field coil which is required to permanently magnetize or demagnetize the magnet element, and that the switching device is otherwise moved to a non-current-conducting state. This prevents the high-current energy store from being unnecessarily discharged, so that the electrical energy supply in the high-current energy store can be used for several switching cycles.

As already discussed above, disclosed embodiments also relate to a track brake of a rail vehicle comprising at least one magnet element which is composed of a hard-magnetic material and which can be selectively permanently magnetized or demagnetized by supplying current pulses to a field coil, wherein current pulses are supplied to the field coil by means of a device as described above.

The magnetic track brake may be a track brake which comes into frictional contact with the rail in a brake-application position. As already discussed in the introductory part, magnet elements, for example magnet cores of the brake magnet, are then permanently magnetized by means of supplying current in a pulsed manner to the magnet cores of associated field coils or demagnetized by means of supplying current in a pulsed manner to the field coil in an opposite direction or permanently magnetized in the opposite direction in respect of the magnetic polarity. Magnetic fields which flow through the rail are then generated or production of magnetic fields of this kind is suppressed by the magnet cores, depending on the magnetization through the field coils. The magnet cores of this kind which are permanently magnetized then generate a magnetic flux, which is short-circuited across the rail head, as soon as the pole shoes of the brake magnet come to rest on the rail. This produces a magnetic attraction force between the brake magnet and the rail. The magnetic track brake is pulled along the rail by means of drivers by virtue of the kinetic energy of the moving rail vehicle. This gives rise to a braking force owing to the sliding friction between the brake magnet and the rail in conjunction with the magnetic attraction force.

In another disclosed embodiment, the magnetic track brake is a linear or rotary eddy-current brake in which permanently magnetized magnet cores generate magnetic fields and, from these, braking forces in the manner described above.

Last but not least, the disclosed embodiments also relate to a rail vehicle containing at least one above-described track brake, wherein the above-described device is arranged directly on a bogie of the rail vehicle. Against the background of high, briefly acting current pulses flowing through the associated field coils for the purpose of permanently magnetizing the magnet cores which are composed of hard-magnetic material, this measure is accompanied by the advantage that problems in terms of electromagnetic compatibility in respect of further electrical and electronic equipment of the rail vehicle are largely avoided since electrical or electronic devices of this kind are provided in the wagon body rather than on the bogie.

In the following description of the disclosed embodiments, identical or identically acting components and assemblies are identified by identical reference symbols.

A brake magnet 2, which is shown in FIG. 1, of a magnetic track brake has a large number of pole shoe segments 16 which are fastened to a magnet body 8 which extends in the longitudinal direction of the rail 1. This is optionally achieved in that the magnet segments 5, which are composed of hard-magnetic material, are incorporated in the interior of the magnet body 8 in a symmetrical manner. The braking forces are transmitted to the magnet body 8 by means of the pole shoe segments 16 which are rigidly connected to the magnet body 8 and guide the brake magnet 2 in an effective manner, even over points and rail joints. The magnet coil former 8, which contains a magnet coil 9 and the magnet segments 5, and the pole shoe segments 16, which are fastened to the magnet coil former, and end pieces 14 then together form the brake magnet 2.

A connection device 26 which has at least two electrical connections 22, 24 for the poles of a device 28 which is described in further detail below is provided to supply an electrical voltage to the magnet core 9, the connection device being arranged, for example, in the upper region of a side face of the magnet coil former 8, approximately centrally with respect to the longitudinal extent of the magnet coil former. The electrical connections 22, 24 may face away from one another and extend in the longitudinal direction of the magnet coil former 8. The above description is given only for the purpose of explaining the basic design of a friction-based magnetic track brake.

The brake magnet 2, which is shown in FIG. 1, is usually arranged between two axles of a bogie of a rail vehicle, wherein one brake magnet 2 is provided for each side or rail. The two brake magnets 2 are then connected to one another by crossbars. What is known as a brake frame (magnetic track brake) is formed by the two brake magnets 2 and the crossbars. This brake frame may be suspended by operating cylinders (not shown here), which are operated by pressure medium, in the chassis of the rail vehicle. Storage springs in the pressure-free operating cylinders then push the brake frame into the high position which is vertically remote from the rail heads. During the braking process, the brake frame is lowered by pressure being applied to the operating cylinders. At the same time, the magnet coils 9 are excited by the device 28, as will be explained in further detail below. Reference is made to “Grundlagen der Bremstechnik”, pages 92 to 101, published by Knorr-Bremse AG, Munich, 2002, which has already been cited in the introductory part, in respect of the precise design of a brake frame of this kind.

The device 28 which is connected to each of the connections 22, 24 of a brake magnet 2 and is shown in FIG. 2 serves to supply electrical current pulses to the magnet coil 9 of the brake magnet 2 for selectively permanently magnetizing and/or demagnetizing the magnet segments 5, which form the magnet core, in respect of the magnetic polarity. In the present case, a single magnet coil 9 serves to magnetize and/or demagnetize a plurality of magnet segments 5. However, it is clear that a plurality of magnet coils 9 can also be provided to magnetize a single magnet segment 5 or a plurality of magnet segments 5, in particular in the form of segment coil units.

The device 28 comprises a long-term energy store 34 which can be supplied with electrical energy by an on-board electrical system circuit 32 of the rail vehicle, which on-board electrical system circuit is at least temporarily under an on-board electrical system voltage of the rail vehicle, the long-term energy store may be formed by a rechargeable battery. This long-term energy store 34 can therefore be associated with the on-board electrical system circuit 32 or constitutes a constituent part of the on-board electrical system circuit 32.

In this case, the long-term energy store 34 may be a separate energy store which is provided exclusively for supplying electrical energy to the device 28, that is to say the long-term energy store 34 serves only for the purpose of supplying electrical energy to the device 28.

A magnetization circuit 38 which is separated or decoupled from the on-board electrical system circuit 32 by a voltage converter 36 is also provided, wherein the voltage converter 36 serves the on-board electrical system voltage which is delivered by the long-term energy store 34 to a pre-specified magnetization voltage. In practice, different on-board electrical system voltages, for example 24 V, 72 V and 110 V occur depending on the rail vehicle. The task of the voltage converter 36 is therefore to convert the different on-board electrical system (DC) voltages (DC) to a uniform, standardized magnetization voltage within the magnetization circuit 38, for example to 110 V DC voltage (DC). A high-current energy store 40 is then charged with electrical energy under a magnetization voltage 110 V by means of the voltage converter 36. The high-current energy store 40 may be formed by a capacitor or a double-layer capacitor.

The magnetization circuit 38 further contains a switching device 42 which is electrically conductively connected to the high-current energy store 40 at one end and to the field coil 9 at the other end. By means of this switching device 42, current pulses, which are based on the electrical energy which is stored in the high-current energy store 40 and can be selectively varied in respect of the direction of current flow, can be switched to the field coil 9 depending on the control signals which are output by a control device 44. The control device 44 may be formed by an electronic brake controller which controls the switching device 42 by means of electrical signals.

In the present case, the switching device 42 is formed by an interpole switch which is controlled by the brake controller 44. This interpole switch 42 can, in particular, be in the form of a 2-position switch with one current-direction position and one further current-direction position which is opposite to the former, in the form of a 3-position switch with one current-direction position, one further current-direction position which is opposite to the former and also with a neutral position, or in the form of a 4-quadrant actuator. In the present case, the interpole switch is a three-position interpole switch 42.

According to the embodiments shown in FIG. 3 and FIG. 4, an electronic circuit breaker 46 is connected between the interpole switch 42 and the high-current energy store 40, it being possible for the interpole switch to be controlled by the brake controller 44 in such a way that the interpole switch 42 can be switched only in the no-load, no-power state. In other words, the circuit breaker 46 is moved to a non-conducting state by the brake controller 44 before each switching process of the interpole switch 42 and to a current-conducting conducting state only when the interpole switch 42 has already been switched over to the desired position.

In contrast to the embodiments of FIG. 2 and FIG. 3, in the embodiment of FIG. 4, the long-term energy store 34 is an energy store which is associated with the rail vehicle and which provides electrical energy both for supplying electrical energy to the device 28 and also for at least one further function. Since the energy store can be positioned as desired in or on the rail vehicle and, in particular, does not need to be arranged in the immediate vicinity of the further components 36, 38, 40, 42, 44, 46 of the device 28, it is not illustrated in FIG. 4. The electrical energy which is provided by the long-term energy store 34 of the device 28 is then transported to the voltage converter 36 by means of a line of the on-board electrical system circuit 32.

At least the voltage converter 36, the high-current energy store 40, possibly the electronic circuit breaker 46 and also the interpole switch 42 may be integrated in a common housing or combined to form one unit. In addition, the long-term energy store 34 can also be integrated in the unit. The device 28 or the integrated unit may then be arranged directly on the bogie of the rail vehicle on which the brake magnets 2 (see FIG. 1) are also arranged individually or in pairs, the magnet coil(s) 9 of the brake magnets being controlled by the device 28.

In this case, the device 28 serves as a power channel, for example for supplying electrical current pulses to the two brake magnets 2 which are provided on either side of the bogie or to a brake frame. As an alternative, a device 28 which is shown in FIG. 2 to FIG. 4 can, as a power channel, also supply current pulses to one or more magnet coils 9 only of one or more magnet segments 5 of the brake magnet 2 of a magnetic track brake. In such a case, a plurality of devices 28 or power channels, as shown in FIG. 2 to FIG. 4, are required for each bogie. Last but not least, the components 34, 36, 38, 40, 42, 44, 46 of a device 28 or of a power channel can also be arranged in a scattered manner separately on the bogie or partially on the bogie and partially on or in the wagon body.

Against this background, the manner of operation of the device 28 is as follows: proceeding from a traveling state of the rail vehicle, in which the brake frame and therefore the brake magnets 2 according to FIG. 1 are kept at a distance from the rail head 18, the magnet segments 5 of the brake magnets 2 are demagnetized and the interpole switch 42 is in its non-current-conducting neutral position, an emergency braking operation is initiated for example. The brake controller 44 receives a corresponding electrical emergency brake signal in this case, the emergency brake signal causing pressure to be applied to the operating cylinders of the brake frame to lower the brake frame. At the same time, the magnet coils 9 of the brake magnets 2 are excited by the device 28.

Specifically, for this purpose, proceeding from a fully charged high-current energy store 40, the interpole switch 42 is switched by the brake controller 44 to a conducting state in which the direction of current flow of the current pulse then flowing through the magnet coils 9 permanently magnetizes the hard-magnetic material of the magnet segments 5 in such a way that the magnetic flux which is then produced passes through the rail 1 to close a magnetic circuit.

In this case, the interpole switch 42 may be switched by the brake controller 44 to its current-conducting position only until a current pulse which is high enough to permanently magnetize the magnet segments 5 can build up in the magnet coils 9. Empirical values for the changeover duration of the interpole switch 42 can be used in the process. Thereafter, that is to say after permanent magnetization of the magnet segments 5, the interpole switch 42 is, in contrast, immediately switched back to its non-current-conducting neutral position, so that the high-current energy store 40 is not unnecessarily discharged.

As a result, in addition to the spring forces which act on the brake frame owing to the storage springs, vertical magnetic forces also act on the brake magnets 2, as a result of which the brake magnets are pressed further onto the rail 1. Braking forces which act in the horizontal direction are then produced owing to the frictional contact between the magnetic track brakes 4 and the rail 1.

If, proceeding from the brake state, the emergency brake is now intended to be released again, the operating cylinders are relieved of pressure for this purpose, as a result of which the storage springs pull the brake frame upward. At the same time, the brake controller 44 moves the interpole switch 42 to a state in which the direction of current flow for the current pulse which is then briefly present demagnetizes the previously permanently magnetized magnet segments 5. This removes the magnetic forces which previously acted as normal forces on the brake magnet 2 of the brake frame, so that frictional forces are no longer present either.

It is clear that the above-described device can also be used in a linear eddy-current brake if the linear eddy-current brake contains permanently magnetizable magnet elements and field coils which excite the permanently magnetizable magnet elements.

In the case of known track brakes, EP 1 477 382 A2 describes electrically operated magnetic track brakes having a magnet core which is arranged in a brake magnet and which is composed of a hard-magnetic material and can be permanently magnetized by means of supplying current in a pulsed manner to a field coil or can be demagnetized by means of supplying current in a pulsed manner to the field coil in an opposite direction or can be permanently magnetized in the opposite direction in respect of the magnetic polarity. A magnetic field which flows through a rail is then generated or not generated by the core, which is composed of the hard-magnetic material, depending on the magnetization through the field coil.

The magnet core which is permanently magnetized in this way generates a magnetic flux, which is short-circuited across the rail head, as soon as the pole shoes of the brake magnet come to rest on the rail. This produces a magnetic attraction force between the brake magnet and the rail. The magnetic track brake is pulled along the rail by means of drivers by virtue of the kinetic energy of the moving rail vehicle. This gives rise to a braking force owing to the sliding friction between the brake magnet and the rail in conjunction with the magnetic attraction force. On account of the wear which occurs as a result, friction-based magnetic track brakes may be used for quick-action braking operations or as an emergency brake.

Secondly, EP 1 477 382 A2 also describes track brakes which are designed as linear eddy-current brakes in which permanently magnetized magnet cores generate braking forces as a result of eddy currents and the magnetic fields thereof in the above-described manner. When in use, a linear eddy-current brake of this kind is lowered to a distance of only a few millimeters from the rail head, so that a small air gap remains, as a result of which an eddy-current brake of this kind operates virtually without wear. The eddy-current brake may be used as a service brake.

Further reference is made to “Grundlagen der Bremstechnik”, pages 92 to 101, published by Knorr-Bremse AG, Munich, 2002, in respect of the embodiments of magnetic track brakes.

In the cited brake systems, an electrical power which is higher (for example 10 kW) than for electromagnetic track brakes or electrical eddy-current brakes is applied to a field coil of a magnet element of this kind which is composed of hard-magnetic material, wherein one or more field coils or magnet elements of this kind are required for each bogie of a rail vehicle to provide the requisite braking power. In this case, it is firstly clear that a high electrical power has to be provided by the device. Secondly, it is sufficient to generate this high electrical power very briefly, for example for 500 ms, to reverse the polarity or demagnetize the magnet elements.

To ensure a reliable magnetic track brake, primarily in the form of a quick-action or emergency brake, a generic device should be largely independent of the operating state of the rail vehicle and, in particular, of the operating state of the electrical equipment of the rail vehicle.

List of Reference Numerals

1 Rail

2 Brake magnet

5 Magnet segments

8 Magnet coil former

9 Magnet coil

14 End piece

16 Pole shoe segments

22 Electrical connection

24 Electrical connection

26 Connection device

28 Device

32 On-board electrical system circuit

34 Long-term energy store

36 Voltage converter

38 High-current energy store

40 Switching device

42 Control device

44 Circuit breaker 

1. A device for supplying at least one electrical current pulse to at least one electrical field coil for selectively permanently magnetizing or demagnetizing at least one magnet segment that contains a hard-magnetic material of a brake magnet of a rail vehicle with respect to the magnetic polarity, the device comprising: at least one long-term energy store which can be supplied with electrical energy by an on-board electrical system circuit of the rail vehicle, which on-board electrical system circuit at least temporarily is under an on-board electrical system voltage; and at least one magnetization circuit, comprising a voltage converter for converting the on-board electrical system voltage, which is delivered by the long-term energy store, to a pre-specified magnetization voltage and for charging at least one high-current energy store with electrical energy under a magnetization voltage and also comprising a switching device which is electrically conductively connected to the high-current energy store at one end and to the field coil at the other end and by means of which current pulses, which are based on the electrical energy which is stored in the high-current energy store and can be selectively varied in respect of the direction of current flow, can be switched to the field coil depending on the control signals which are output by a control device.
 2. The device of claim 1, wherein the long-term energy store is an energy store which is associated with the rail vehicle and which provides electrical energy both for generating the at least one electrical pulse and also for at least one further function.
 3. The device of claim 1, wherein the long-term energy store is a separate energy store which is provided exclusively for supplying electrical energy to the device.
 4. The device of claim 3, wherein the long-term energy store is connected to the on-board electrical system circuit by means of a protective diode.
 5. The device of claim 1, wherein the switching device contains at least one interpole switch which can be controlled by the control device in an electrical manner or by means of a pressure medium.
 6. The device of claim 5, wherein the interpole switch is a 2-position switch with one current-direction position and one further current-direction position which is opposite to the former, in the form of a 3-position switch with one current-direction position, one further current-direction position which is opposite to the former and also with a neutral position, or in the form of a 4-quadrant actuator.
 7. The device of claim 1, wherein the high-current energy store contains at least one capacitor or one double-layer capacitor.
 8. The device of claim 1, wherein at least one circuit breaker is connected between the switching device and the high-current energy store, wherein the circuit breaker is controlled by the control device such that the switching device can be switched only in the no-load, no-power state.
 9. The device of claim 1, wherein the control device is an electronic controller.
 10. The device of claim 1, wherein the control device is formed such that the switching device is controlled only for a period of time in a current-conducting state in which at least one current pulse is switched to the field coil which is required to permanently magnetize or demagnetize the magnet segment, and in that the switching device is otherwise moved to a non-current-conducting state.
 11. A brake magnet of a rail vehicle, comprising at least one magnet segment which is composed of a hard-magnetic material and which can be selectively permanently magnetized or demagnetized by supplying current pulses to a field coil, wherein current pulses are supplied to the field coil by a device including at least one long-term energy store which can be supplied with electrical energy by an on-board electrical system circuit of the rail vehicle, which on-board electrical system circuit at least temporarily is under an on-board electrical system voltage, at least one magnetization circuit, comprising a voltage converter for converting the on-board electrical system voltage, which is delivered by the long-term energy store, to a pre-specified magnetization voltage and for charging at least one high-current energy store with electrical energy under a magnetization voltage and also comprising a switching device which is electrically conductively connected to the high-current energy store at one end and to the field coil at the other end and by means of which current pulses, which are based on the electrical energy which is stored in the high-current energy store and can be selectively varied in respect of the direction of current flow, can be switched to the field coil depending on the control signals which are output by a control device.
 12. The track brake of claim 11, wherein the track brake is a magnetic track brake which comes into frictional contact with a rail in a brake-application position.
 13. The track brake of claim 11, wherein the track brake is a linear or rotary eddy-current brake.
 14. A rail vehicle containing at least one track brake, the track brake including at least one long-term energy store which can be supplied with electrical energy by an on-board electrical system circuit of the rail vehicle, which on-board electrical system circuit at least temporarily is under an on-board electrical system voltage, at least one magnetization circuit, comprising a voltage converter for converting the on-board electrical system voltage, which is delivered by the long-term energy store, to a pre-specified magnetization voltage and for charging at least one high-current energy store with electrical energy under a magnetization voltage and also comprising a switching device which is electrically conductively connected to the high-current energy store at one end and to the field coil at the other end and by means of which current pulses, which are based on the electrical energy which is stored in the high-current energy store and can be selectively varied in respect of the direction of current flow, can be switched to the field coil depending on the control signals which are output by a control device, wherein the track brake device is arranged directly on a bogie of the rail vehicle. 